Steering apparatus.



A. SUNDH.

STEERING APPARATUS.

APPLICATION PILED sEPT.z1,-19o5.

Patented July 45, 1910.

A. SUNDH. STEERING APPARATUS. APPLICATION FILED sI:1=T z1. 1905.

Patented July 5, 1910.

UNTTED STATES PATENT onirica.

AUGUST SUNDH, F YONKERS, NEW YORK.

STEERING APPARATUS.

To all whom it may concern:

Be it known that l, VGUST Simon, a citizen of the United States, residing at Yonkers. in the county of Westchester and State of New York, have invented a new and useful Improvement iu Steering Apparatus, A

of which the following is a specification.

My invention relates to steering apparatus, particularly to steering gear mechanism for vessels, and has for its object to provide a simple and eflicient means for controlling such steering gear.

A further object of my invention is the provision of improved and effective means for actuatingr the rudder-of a vessel.

Other objects will appear hereinafter, the novel combination of elements heilig set forth in the claims.

Referring to the drawings, Figure 1 is a plan view, with certain portions in section and others in elevation, of the entire apparatus; Fig. 2 is a. wiring diagram 'of the controller shown at (l in Fig. 1;.l4`ig. 3 is an elevational view of Fig. 1, but with dierent portions broken away: Fig. 4 is a plan view and Fig. 5 an elevation of an arc-shaped strip of high resistance material which may be used in place of the sectional resistance of the manually operable rheostat; and Fig. 6 is a sectional elevation of the electro-magnets constituting part of' the reversing switch mechanisms and the, motor-controlling de- A vice, in combination with the pneumatic apparatus to cooperate therewith. I

1 designates a suitable base on which the steering gear apparatus and the means for operating itv are mounted. Secured to this hase at the right-hand end are .shown two direct current motors. l and 3. which are mechanically connected together through the worm shafts 3, 4, worms 5. 6, and worm wheel 7. directly connected to the worm shafts 3 and 4 by means of the couplings S and 9, respectively. The worm shafts 3 and 4 pass through the stuffing boxes 14 and 15, respectively. in the casing 16 and are mounted in the fixed bearings 10. ll and 12, 13. and also in the ball bearings 17. 1S and 1S), 20. The fixed bearings prevent. any lateral movement of the worm shaft while the ball bearings takel up the end thrusts.

Pivoted at 22 to the cross-head 2 t so as to be in mesh with both of the worms 5 and 6 is a `ear wheel 7. This gear wheel. besides having a rotary movement, is also capable Specication of Letters latent.

Application aled September 21, 1905.

The motor armature shafts are..

Patented July 5, 1910.

Serial No. 279,386.

of having a longitudinal movement. Guides 23 and 24 are, therefore, fixed to the inside of the casing 16 and opposite each other to receive the Guide shoes 25, 26 of the cross-- head 21. Tzhe guides are parallel to each other, as well as to the Worms so that when the worm Wheel 7 receives a longitudinal bodily movement its center may have a straight line movement parallel to the worm shafts. This is for the purpose of maintaining the worms and Worm wheel in ro er mesh, irrespective of the position of die littter. The worms, worm wheel and guides are shown substantially in the same plane., but this relation may be varied if desired. For the purpose of lubrication the casing 16 is filled with oil as indicated by the dotted lines 27 and then entirely closed against leakage.

Rigidly connected with 'an extension 31 of the cross-head 2l, as by means of a key 28, is shown a double ended piston rod 29, the piston 3() being adapted to be moved in the cylinderl 32. rl`he piston rod passes through stuffing boxes 33, 34 in the cylinder heads 35, 36 and is provided at its left-hand end vwith racks 37, 38 on opposite sides thereof.

These racks mesh respectively with the Segmental gears 39, 4t), which are rigidly connected to the interlocking and concentrically arranged segmental gears 41, 42; that is, the segmental gears 39 and 41 are rigidly connected -to the vertical shaft 43, which is mounted in fixed bearings. In a similar manner the segmental gears 40. 42 are rigidly connected with each other and mounted in fixed bearings. The upper bearings are located at the ends of the crosspieee 46, while the lower bearings are in the base 1 (see Figs. 1 and 3). The rudder 45 may be fastened to either the Shaft 43 or 44, but is shown .secured to the former.

it is now evident from the foregoing that when the worm wheel is moved longitudinally the racks 37, 38 will drive the segmental gears, and consequently move the rudder vin one direction or the other, de ending upon the direction of movement o said worm wheel.

For the purpose of regulation a bypass 47 is placed around the piston 30 to connect the ports 5() and 51 at the ends of the cylinder, and an electrically operated valve 48 connected with said by-pass. Normally the valve is held inclosed position in the valve casing 52 by means of the spring 53, which motor-controllin is retained in proper position by suitable means. ln this instance, the spring 53 enciieles the plunger 57 of the magnet solenoid 56 between the magnet frame 55 and the cup 54 Which is secured to` the valve stein. The valve stem is here shown integral with the plunger 57 and the valve 48. As indicated by the dotted lines 'in the magnet winding 56, the plunger or core 57 is allowed an inward movementl sutlicient to bring the circular groove 49 in the valve 48 opposite the openings in the by-pass pipe 47.

Preferably the cylinder 32 is filled with a liquid such as oil or water. Upon the energization' of the magnet solenoid 56, the valve 48 will be moved to open position, so that upon the longitudinal, movement of the piston 30 the fluid may circulate through the by-pass 47. When rudder, the electric motors are both run at the same speed, or both stopped altogether. The cylinder and piston apparatus is primarily for-the purpose of taking thestrain from the gear mechanism when the rudder is stopped, and-to hold the rudder in fixed po` sition. This result is accomplished by deenergizing'the magnet which controls the by-pass valve 48, to eifect a closure of said by-pass. When this occurs, the piston 30, and consequently the rudder, cannot move in either direction. That is, the piston and cylinder act as a brake or a holding device to prevent movement of the rudder. Nhen the rudder is set to one side or the other, the pressure thereon would have a tendency to shift the mechanism, but the rudder being Ipositively held in a fixed position, no strain is transmitted to the mechanism.

l 1i case the worin and worm wheel mechanism become inoperative, or it' the motors or g apparatus should not operate properly, or 1f the current supply should fail or be turned off for some reason, the rudder may still be moved as desired by means of the hand pumpv 63. Although vl have herein shown a hand pump, l desire it to be understood that the same may be operated by any other powerthan hand power, if desired.

When the rudder is to be operated by hydraulic pressure, the Worm Wheel 7 is moved to its extreme right-hand position, and the pin 28 removed. The magnet 56, being denergized, the valve 48 is heldy in closed position by means of the spring 53.

i The normally closed valves 60, G1, in the pipes 58, 59, respectively, are opened and the movement of the piston 30 controlled'by manipulation of the change valve 62, which is connected by the pipes 58 and 59 tothe cylinder 32 at opposite sides of the piston 39.

The change valve is shown in Fig. l as com rising two valves 70, 71, to which are rigi ly connectedthe arms 68, 69, respectivel A link 67 pivotally connects the it is desired to stop the touter ends of these arms and has a pin and slot connection at the central portion thereof iiow from the cylinder 32 to the left ot' the- 4piston 30, through the portl 5l, cock 6l,

pipe 59,'valve 70, pipe 73, connection 76, pipe 74, ball check valve 78 of the pump 63, connecting passage 87, ball check valve 77, pipe 75, connection 72, valve'71, pipe 58, cock 60, pipe 47, port 50, to the other side ot' the piston 30, but not in the other direction, by.

reason of" the check valve 77. By reversing the position of the lever 86, and consequently of the valves and 7l, the possible direction of tlovv of iuid from one side of the piston to the other side will be in the opposite direction. In either case the piston 80 is prevented from moving too far by the vstop 88 engaging the hand lever 83.

The hand pump is shown yinl Fig. l as comprising a trame 84 fastened to a base 85,

and provided with suitable ports for connection with thepipes 74, 75, and also with the .ball check valves 77, 78. To a verticall extending pedestal 82 is pivotally connected at 89 the hand lever 83. At an intermediate point 011 this lever, is pivotally connected the link 81, which is also pivotally' connected to the piston rod 92. rlhis piston rod is rigidly connected to the piston 80, Which moves in the vertical cylinder 79 and passes through an opening in the plate 93 which acts as a guide to maintain the piston rod in vertical position. This pump being of ordinary construction, its operation is obvious. For instance, in the position shown in Fig. 2, if the pump be operated Huid will be drawn from the left of the piston 30, through the pipe 59, valve 70, pipes 73 and 74, past the check valve 78, and itorced past the check valve 77, through the pipe 75, valve 7l, pipe 58 to the right of the piston 30. The piston 30 will therefore be moved to the left, forcing the tiller to rotate in the direction of the niovementof the hands of a watch. In case the use of a pump is neces` sary to move the tiller, however, l prefer to fill the pi es and cylinders with water or oil, in or er to'have a positive and quick operation. 1

Referring now to Fig. 2-electric controlling apparatus will be described. The motor armatures 2 and 3 are connected in parallel to mains 95, 96, designated and respectively, throu h the sectional starting resistance 94. 97 esignates the main line switch and 100, 101. independent switches for the motor-armature circuits. The sectional resistance is controlled by an electroyes iio

ecaob rheostat by means of the link 105, which isl pivoted at one end 108 to the disk 113, carrying the segmental gear 40, and at its other end 107 tothe crank arm 112, which is rigidly connected to the shaft 106 carrying the arms 110, 111. The purpose of the double rheostat is to equalize the fields 114, 115 of the motors after the rheostat 103 has been operated, so as to bring the rudder to a stop. Assuming the main line switch 97, and the rheostat 'switch 129 to be closed, let the starting switch lever 116 be moved to the left so as to connect the same with' the con` tact 117. Current will then How from the -tmain to and through the wires 119, 120, blade 130 of the switch 129', wires 122, 123, solenoid 124 of the reversing switch 99, wire 125, contact 117, leverl 116, wire 126, to the main.` The core 127 of the reversing switch 99 will thereupon be lifted and also the contact plates 128 129, carried thereby to eiect a closing of the circuits to the motor-armatures.

The construction of the reversing switches is clearly shown in Fig. 6. The solenoid trollin 124 is incased in. the magnetic frame 138 which yis provided with a lower opening 139 to allow free movementA of the core or plunger 127, and an up er opening 140 for the stem 132, which rigidly connects the contact makers 128 and 129, so as to move with said plunger. These contact makers are insulated from the stem 132 and from; each other, andare adapted to electrically conneet the contacts 133, 134, and 135, 136, 137 respectively. A stop 141 is xed in the line of movement of the plunger to limit its downward movement. The' means for conthe sectional resistance 94 is also shownm Fig. 6. Upon the operation of the reversing switch 99, a circuitmay be traced from the -1- mai-n, through the circuits 1nd1 cated by the heavy black lines, back to the main bvyA way of the stationary contacts 133, 134, and Contact maker 128 of the reversing switch 99, sectional resistance 94, motorarmature switches 100,- 101 and motorarma tures 2'- 3 in` parallel,- wire 142, upper contacts 137, 135 and up r contact maker 129,

and wires 143, 96. circuit is alsol estab- .y lished from the wire 144 to the wire' 142,

inthrori 95 ing the the brake magnet 56, thus connectbrake magnet directly acros'sithe I l l mains. Also substantially at the same time circuits are established through the fields 114, 115 in arallel. This circuit ,may be traced from t e connection 146, through the wire 147, the arc-shaped contact strip 148, wiper 149, which' is pivotally connected at 150, one of the contacts 158, the left-hand portion of the sectional resistance 151, wire 152,' the left-hand 'portion of the resistance 153, one of the contacts 159, wiper 160 on the arm 110, arc-shaped strip 154, Wire 155', the lower blade of switch 156, shunt field coil 115, upper blade of the field switch 156, wires 161, 142, to the main. The parallel circuit extends between vthe contact 158, which the wiper 149 engages, and the point 162 between the switches 156, and 157, and passes through the right-hand portion of the resistance 158, wire 163, left-hand portion oiz resistance 164, wiper 166, contact strip 167 wire 168, the upper blade ofthe iield switch 157, shunt field coil 114 of the other motor and thelower blade of said switch 157 -Therefore, u on the operation of the reversin switch t e fields 'areiexcited, the brake re eased, and current sent through the armature of the motors to start the same. As shown in Fig. 2, however, the current through the armatures is limited by the resistance 94, which must now be cut out gradually, or step-by-step, in order to increase the speed of the motors. This is accomplished by means of accelerating magnets and switches 169, 170, 171 (Fig. 6) whose solenoids are designated by the reference numbers- 172, 173 and 174. These magnetic switches are provided with plungers 178, 179 and 180, to which are rigidl connected the contact disks 17 5, 176 and 177 by means of the stems 181, 182 and 183, respectively. The contact disks 175, 176 and 177 are adapted to electrically connect the contacts 184, 185 and 186, 187 and 188, 190, res ectively.

en the reversin switch 99 operates as 110 heretofore explaine a circuit is closed throughthe solenoids 172, 173 and 174 in series from the main to the contact 136, contact maker 129 and thence to the negative main. The accelerating magnets are therefore connected directly across the mains and not across the motor-armature terminals as is usual.f The accelerating magnets are therefore ke t at constant strength, but are so wound tli their cores, but must be assisted by some outside orce. This assistance is rendered in this instance by means of pneumatic controlling ap aratus which operates to cause portions o the resistance 94 to be succes- 125 sivelyA short-circuited as the motors increase in speed. i

0n each armature shaft is mounted a double fan,1blowers 181 and 187, sofconstructeeland arranged that valthough `the at they cannot alone 'lift 120.

motors operate in reverse directions, currents of airf will be propelled by each and' i led in the same direction through the pipes site directions, the blowers 187 184 or 185, and 186. That is, the blowers are so constructed that if the motors 2 and 3 rotate in a certain direction, but in oppoand 181' willl each propeh air along the pipe 185 into the pipe 186, while the blowers 187 and 181,will be ineffective andthe valve 188 held in th'e positionshown in Fig. 6. When both motors are reversed, the valve 188 will be moved to its opposite position to closev communication from the blowers 187 and 181', which now become ine'ective, while the blowers 187 and 181 will propel the Huid along the pipe v184 to the pipe. 186.

Should either motor become inoperative so that only one can be used, to employ only one motor, the blowers connected to the motor not operating must be cut oli'. This is done by means of cocksor valves in the pipes connected to said blow- `'last-named bent to direct currents of air ers. For instance: if only the motor y2 is run, the valves 183 and 182 are closed, while if only the motor 3 is driven, the valves 183 and 182 are left open', but the valves 251v and 250 (Fig. 3) closed.

When the motors'begin to revolve, a current of air is propelled which passes from the plpe 186 to the port 190, and thence to and through thecross-opening 192 in the valve 232, port 93, `by-pass 194, pipe 195, andpipes 197, 198, 199, 200 and 201. The pipes have nozzle-shaped ends between the contacts and disks of the acycelerating magnet switches and between the upper contacts and upper contact-makers of the reversing switches. These currents of air playing on the contacts and disks, not only blow out any arcs that may -form when the circuits are broken at these points, but also keep the contacts and disks cool and free from dust.

Even though the accelerating magnets were of suliicient strength to alone raise their contact disks, they are prevented from doing sov by the interlocking device conbell-crank lever is trolled by the reversing switches. A double pivoted at a fixed point 215. The horizontal'arms 216 and 216 engage recesses 219 and 219, respectively in the plungers 127 and 127 of the reversing switches 99 and 98'. The disk-shaped ends of the arms and the said recesses are clearly shown in dotted lines in Fig. 6.

Pivoted at 218 to the vertical arm 217 of the double bell-crank lever is a rod 220,' to the right-hand end of which is secured thevalve 232. This rod moves in suitable guides 221, 231 between which are the cams 222, 225 and 228. Connected rigidly with the plungers 178, 179, 180 of the accelerating magnets are downwardly extending or if it is desired horizontally @espec valve rods 233, 234, 235, respectively, to the lower ends of which are pivoted the antiriction'rollers 223, 226, 229. The downward movements of the valve rods are limited by 'the stops 224, 227., 230, and the upward movement is prevent-ed by the rollers 223, 226 and 229, engagin@ the lower portion of the cams 222, 225 an 228, respectively. The valve rods may extend to one side of the cams, pass through slots therein, or be constructed so as to encircle said cams. lt

will be understood that the weight of each of the magnet cores 127, 127 'is suiicient when its magnet is denergized to return the bell-crank lever to normal position, and also the rod 220 against any resistance that may be offered by the rollers 223, 226 andv To the lower side of the accelerating magnet frames are connected the 'piston cylinders 236, 237, 238, and below these the valve When the valve ports 212, 213 and 214, hoW- ever, register with the passages 209, 210 and 211, respectively, air will pass through the pipe 202 provided the valve 232 is in proper position. It will also be noted that ports 206, 207 and 208 lead from the passages 209, 210 and 211, respectively, to the piston cy1- inders 236, 237 and 238, beneath the pistons 203, 204 and 205.

When the reversing switch 99 operates, the double bell-crank lever is rotated counter clockwise and the rod 220 and valve 232 therefore moved to the right. The plungers are, then free to move upwardly, but are unable to do so unless energized and assisted by the pneumaticy apparatus.- It will be seen that the valve 232 is provided with a cup-shaped recess 191 of suiiticientv length to bring the valve chamber 242 and port 190 moved either to the right or left. This operation closes the port 93, but air is still forced through the pipe 195 by way of port 196. A check valve 196 which opens upwardlypermits the passage of air through the port 196 to the pipe 195, but prevents a flow of air in the reverse direction, and thus cuts off communication between the pipes 186 and 202 by way of the lby-pass 194.- The air pressure exerted through the extreme right hand section of the pipe 202l ,and` port into communication when the valve 232 is cosmo 208 acts on the piston 205 and moves the plunger 180 upwardly until the valve port 214 registers with the passage 211 and the contact disk 177 is brought into engagement with the cont-acts 188' and 190. Air rcssure then begins to be exerted on the piston 204 to move the contact disk 176 into contact with the contacts 186 and 187'. ln so doing the valve rod 234 is moved upwardlyv until valve. port 213 registers with the passage 210 and air may be forced to the piston 203. This will eect the-connection of the contacts 184 and 185 in a similar manner when air may pass freely through the pipe 202 to the nozzles opposite the contacts. This relieves the pressure on the pistons, but the magnets alone are sufficient to hold the contact disks in their upper positions after having been once placed there.

The piston cylinders 236, 237 and 238 are provided with openings 243, 244 and 245, respectively, for the purpose of facilitating the movement of the pistons in an obvious manner. These holes may be omitted if desired and the \air`allowed to lescape from above the pistons through the space between the plungers and stems and the magnet frames. Furthermore,\the pistons aremade very loose fitting in order to insure a quick dropping of the plungers when the reversing switch magnet is denergized and the cam rod 220 drawn to the left.

The construction as described is fully operative to start up the motor and accelerate the same to full speed. It is apparent, however, that the 'blowers will propel a current of tluid which will have a pressure dependent upon the speedl of the motor to which it is connected. That is, the pressure on the pistons 203, 204 and 205 will vary with the combined speed of the motors. In order to take advantage of this fact, l construct the accelerating switches in such manner that greater pressure is required on the `piston 204 than on the piston 205 to close the respective switches actuated thereby. Although various means may be employed for effecting a successive operation or the 50' switches 171, 170 and 169 l have illustrated only one form of this feature of my invention in that I have provided springs 252, 2 53, 254 with means 255, 256, 257, respectively, for adjusting the tension of the same. The spring 252 is madetheweakest and the lspring 254 the strongest. Weights may be substituted for the springs, if desired. i'lurthermore, with this arrangement the electromagnets 174, 173 and 172 may be `omitted and also the interlocking device in .whichy even as'the motor starts and increases in speed the fluid pressure will be corres ondingly increased and the mot-or gra ually brought up to full speed. I prefer, however, to use the interlocking apparatus in conjunction with the pneumatic apparatus ,both may stick while the piston 203 for the reason that thepiston 205 or 204 or would be moved to close its electric switch. This would eflect a cutting out of the entire starting resistance 94 before the motors have acquired sutlicient speed, and therefore the motor armatures would probably be injured by an excess o current.

Having run both the motors up to full speed, suppose it is desired to change the position of the rudder. Normally the worm shafts 3 and 4 rotate in opposite directions at the same rate of speed. This causes the worm wheel 7 to simply rotate about a re1atively fixed point or center 22. But i the speed of either motor is increased or decreased, the worm wheel will receive also a longitudinal bodily movement. For 1nstance: if motor 2 moves -in a clockwise d1- rection as viewed -from the right-hand end of Fig. 1 faster than the other motor 3 moves in an anti-clockwise direction, the worm wheel 7 will move to the right a distance proportional to the diderence between the. speeds of the two motors. So long as one of the reversing switches 98 or 99 is 1 n its contact-engaging position the valve 48 is in its open position to allow a -tree iow of duid through the ley-pass 47, otherwise, any increase of speed of one motor over that of the-other would be prevented by the luid in the cylinder 32. l" the worm avheel 7 moves to the right as has been assumed, the rack 37 on the piston rod 29 will rotate the gear 39 and consequently the rudder 45 in an anti-clockwise direction when looking down at the left-hand portion of Fig. 1.

The means for varying the relative speeds of the motor armatures 2 and 3 areshown in Fig. 2 and comprise rheostats 103 and 104 for changing the excitation of the fields of the motors. The fields are of the same strength when the wipers 149, 160 and 156 are in their central positions as shown, as in this case the same amount of resistance is in series with each field coil.

Let it be assumed that the wiper 149 is moved toward the left so as to increase the resistance on one side and decrease it on the other. It will be remembered that in tracing the circuits through the ield coils 114 and 115 in parallel the wiper 149 was the beginning ofthe parallel circuit which continues through the wires 152, 163, rheostat 104, wires 155, 188, and thence to the field coils. More resistance is now placed in series with the iield coil 114 and an equal amount taken from in series with the field -coil 115. The field coil of motor 2 having desired and this ratio may be more gradually varied by means of the carbon resistance strip 243 shown in Figs. 4 and 5 which may be substituted for the sectlonal resistance in the rheostats 103 and 104.

As before ex lained, when the rudder' 1s moved the sha t 106 connected to the disk 113 is also moved and is-moved in such a direction that the eld excitations are equalized, that is, it is moved until the same.

amount of resistance is again placed in series with each field, whereupon each of the motors will again rotate at the same speed as the other, and the rudder will dlscontmue its movement'and will be held stationary. For instance, if the wiper 149 is moved 'to the left to increase the speed in a clockwise direction of motor-armature 2 and decrease that. of motor-armature 3 in the opposite direction, so that the worm wheel 7 will move toward theright, the shaft 106 of the rheostat 104 will be moved clockwise and consequently more resistancel will be inserted between the wires 152 andv 155 and a portion of the resistance 164 cut out'. The

sum of the'resistances in series respectively with the field coils will now be the Same and the armatures will rotate at the same rate of speed. This is made clear by a tracing of the parallel circuit from wiper 149 through the arms ofthe resistance 151 of the manual rheostat l103, wires 152, 163, resistances 153, 164 of the automatic rheostat 104, wipers 160, 166, wires 155, 168, and eld coils 115, 114, as before. f

Should the rudder move beyond its intended extreme end of movement the arm 111 of the rheostat 104 would strike against the pivoted lever 246 and the open contacts 121. The switch 129 being in open position,

I the opening of the contacts 121 would cause' a denergizing of the solenoid 124 and therefore a cutting of of the .current from the motors and from the magnet 56. The bypass valve 48 will thereupon be closed and the piston in the brake cylinder will act as a brake to stop the steering apparatus and hold the rudder at the extreme end of its travel. This will occur only when the wiper 149 has been moved toits extreme le -hand resistance-engaging the rudder moves too far as y reason of the momentum which it has acquired. lf the switch 129. is closed, however, the limit 4switches 121 and 251 would be inoperative as the blades 130 and 131'are respectively in parallel with said limit switches.

Ordinarily, after the reversing switch 102 be left in closed position and the steerin gear controlled by means of the manual r eostat 103 alone. 1n this case itshould be noted that the valve 48 1s held open and therefore in stopping the momentumv of the rudder and parts con-V osition and eeaoeo nected directly thereto may be so great as to produce an injurious strain on the gear mechanism. To avoid'this the switch 102 may be `brought to open osition whereupon the valve 48 will be closed and the hydraulic brake made edective` to sto the apparatus and hold the rudder in ixedJ position. F urthermore, if the switch 129 is left closed,

thus rendering the limit stops 121, 251, in-Yl operative, the rudder may. turn beyond its intended limit of movement and not only injure the gearing mechanism but also the and its connections with the ship. It is therefore preferable to maintain the switch 129 inopen position.

"Should one of the limit switches 121 or 251 be operated to open the circuit to the reversing switchV last operated the electric controlling apparatus will be restored to normal, the motors stopped, and the hydraulic brake operated. To release the rudder and move it back'toward normal position, the switch 129 may beclosed to establish a circuit through the reversing switch magnet and operate the same to release the hydraulic brake and start the motors. The wiper 149 may then be moved toward its central position to re ulate the motors and cause them to move t 1e' rudder toward its central positlon. Preferably however, the wiper 149 is moved to an intermediate positlon before' the-switch 129' is closed, to insure against the rudder being moved still farther to one side. In .operating the two motors together, their direction of' rotation is never reversed, as the direction of movement of the rudder isv determined and controlled by the relative speed of the motors. If the motors were reversed, the automatic means -for balancing the resistance in the motor fields would be inoperative, as a movement of the wiper 149l 1n either directlon would now cause a relative movement of the motors in such a direction that the rheostat104 would still 'further unbalance the field circuits. The

position of the switch arm 116 necessary` for a pro er operation of the rheostat 104, may. readi y be determined by experiment, and then retained in such iosition as long as both motors are operate nShould one of the motors become inoperative it may be disconnected and the other motor used alone in which event the wiper- 149 is brought to its extreme left-hand position to connect thecontacts 247 and the motor controlled entirely by means of the switch 102. In thus operating the steering mechanism with one motor it 1s moreneces sary to have `the swltch 129 1n open osi--V tion so that the limit switches 121 an 251 will he eective to v automatically Astop the rudder at the limit of its travel. y As a further safeguard the indicator comprising "the pointer 253 (Fig. 1) may be' used. to prevent the rudder from vbeing moved too far. It should be noted that when the wiper 149 is moved to its left-hand limit-to connect the contacts 247 all resistance is cut out from in series with the field coils 114, 115

and the connected motor will run at its mini- 'inum speed. When only one motor is used is used or when hydraulic pressure is relied upon to actuate the rudder, I lave provided an indicator comprising a aointer 253v which is pivoted at 254; an adapted to move over a graduated art 255. Y rlhe pointer 253 is secured to a ulley 260 which is belted to an additional pu ley 259 which is fastened to the shaft 43. The belt is herein shown in the form of a rope 256 passing over the direction pulleys 257 and 258 as well as around the ointer pulley 260 and the rudder-post pulley 259. Any other form of indicator than the one shown may he employed if desired.

Having thus fully described my invention and without limiting myself to any of the details of construction herein disclosed whatl claim and desire to have protected by Letters Patent of the United Statzs is:

1. The combination with a motor, of motor-controlling. devices, a blower connected to the motor, and means for directing and controlling the fluid propelled by said blower for successively operating said inotor-controlling devices as the motor acceleratcs.'

2. The combination With a motor, of motor-controlling means, a double blower connected to the motor, and means for directing and controlling the fluid propelled by said .blower for' operating said motor-controlling means. l ,l

3. The combination with a motor, of motor-controlling means,a double blower driven by said motor, and means for directing fluid propelled by said blower to efi'ect the .operationof said motor-controlling means. 4. The combination with a motor, of motor-controlling devices, a blower connected vto the motor, and means for directing fluid propelled by said blower to successively opcrate said motor-controlling devices, the -opf geration of each motor-controlling device sing dependent upon a` fluid pressure produced by a predetermined speed of said blower.

to be re-f for directin 5. The combination-,with a motor, of a plurality of motor-controlling devices, means for propelling and directing fluid to effect the operation of said motor-controlling devices, and interlocking mechanism controlled by the speed of the motor for eiiecting the successive operation of said. motor-controlling devices.

6. The combination with a motor, of reversing switches therefor, accelerating means for said motor, means for operating said accelerating means, a mechanical locking device to normally prevent the operation of said operating means, and means actuatable by said reversing switches for releasing said locking device.

7. The combinationwith a motor, of motor-controllin i leans comprising a plurality of switc es, means for closingl said switches, means of different strengths for `holding said switches normally in open position, means dependent yuponthe speed of the motorfztor propelling fluid, and means `for directing said duidt-o said switch-closingl means to effect the successive closing of said switches as the motor increases in speed.

8. The combination with a motor, of reversing switches therefor, starting resistances, a plurality or switches for cutting out said starting ,resistances, locking mecha'nism for holding said switches in open position, means connected with the reversing switches for releasing said locking mechanism, and pneumatic apparatus dependent upon the speed of the motor for effecting a successive operation of said switches to gradually cut ofi1 the starting resistances.

9. The combination with a motor, of inoier-controllingmeans comprising a plurality of switches, a plurality 01"' piston motors one connected with Veach of said switches, and means controlled by the first named motor for normally actuating said piston motors successively.

1,0. The combination with a motor, of inotor-controlling means comprising a plurality of switches, means connected with the motor for propelling fluid and means for directing said uid vto said switches to keep the same clean and to blow out any arcs that may form.

11. The combination with a motor, of inotor-controlling means, means for operating said motor-controlling means, means operated by the motor for propelling fluid, means said fluid` to said operating means,- a va ve for controlling said directing means, reversing mechanism for the motor, and means operated by said mechanism for operating said-valve.

. 12. The combination with an electric motor, of ak plurality' of switches controlliii the motor, a pistonmotcr connected to eac of said switches, means of different strengths for holding the said switches and thepistons in normal position, and means for exerting pressure on said pistons varyin with the speed of said electric motor to e ect a successive closing of said switches.

13. The combination with a plurality of switches, of piston motors for operating said switches, means for exerting fluid'pressure' on the p1stons, and retardlng means for said p1ston motors to insure the successive operadirectmg means, and means for releasing4 said lockingmechanism and actuating sai valve. i

16. rihe combination with a plurality of electric switches, of means for operating the same, locking mechanism for normally holding said operating-means inoperative, fluid propelling means, means for directing the fluid to said operating-means, a normally closed valve for said-directing-means and connected to `said lock mechanism, and means for releasing said lock mechanism whenever said valve is opened.

17. The -combination with an electric switch, of means for operating said switch, fluid-propelling means, means for directing iuid to said operating means, means for controlling said directing means, and means for directing a substantially yconstant flow 0f luid to the switch contacts to keep the same clean and'to blow out arcs.

18. The combination with an electric motor, of reversing switches therefor, a starting resistance, a plurality ofswitches for cutting out said starting resistance, motors for operating said switches, locking mechanism for said motors, means actuated by said reversing switches for actuating said locking mechanism, a source of fluid-pressure supply, and valve mechanism for controlling the fluid pressure to eiiect a successive operation of saidmotors and switches.

19. rllhe combination with an electric motor, of reversing switches therefor, sectional starting resistance, a plurality of electric switches for Varying said resistance, a. plulrality of motors one for each of said switches, a source of fluid-pressure supply. controlled by said electric motor, means for directing the iow of iuid to said motors for thewspwitches, and valve mechanism for ef- 'locking mechanism.

20. rlhe combination with a motor, of starting resistance therefor, switches for controlling said starting resistance, means dependent upon the speed of the motor for propelling fluid, motors for operating said switches, means for directing and controlling the low of fluid to said last-named m0- tors for effecting a successive operation of said switches, and a gradual cutting ofi otl said resistance, and electro-mavnet-s connected across the mains for hold-ing said switches'in closed position.

2l. The combination with a plurality of electric motors, of motor-controlling means therefor', means connected with said motors, and operating with a speed proportional to the speed of the motors, for ropelling Huid, and means operated by saidpliuid for actuating said controlling means.

22; The combination' with -two motors arranged to rotate in opposite directions, of

motor-controlling means, andv fluid pressure apparatus controlled by said motors for 0perating said motor-controlling means.

23. The combination with two motors op- `erated in. opposite directions, of motor-controlling means, means for operating said motor'- controlling means, and mea-ns operated by said motors forpropelling fluid, and means for directingi the uid to said operating means to actuat the same. p

24. rlhe combination with two motors connected in parallel and to. operate in vopposite directions, of motor-controlling means, means for operating said motor-controlling means, a blower for each motor and drivenv thereby, means for directing and controlling the pneumatic pressure to actuate sa1d operating means.

y 25. The combination with a vplurality of' motors, of dilier'ential mechanism operated thereby, motor controlling means, means for operating said motor-controlling means, a source o fluid pressure, and means for d1- recting and controlling said liuid pressure to eect the actuation of `said operatingmeans.

26. 'The combination with motors, of differential gear mechanism, starting apparatus for said motors, Huid vpressure mechanism connected to the motors for controlling said starting mechanism, and means for va mg the relative speeds of said motors at w11 27. The combination with a driven shaft of two electro-dynamic machines, automatic means for controlling the acceleration of said machines, diderential gearing connect- .ing such machines Jvwith said shaft, and.

means for automatically and simultaneously increasing the strength of the eld-magnet of one machine and decreasing the strength of the field-magnet of the other machine.

28. The combination with a driven shaft, of two electro-dynamic machines, a diti'erential gearing connecting such machines with the shaft to be driven, means for manually varying the strength o't` the fieldmagnet-s of such machines, means for automatically varying such tield strengths and automatic accelerating mechanism for said machines.

29.l The combination with a driven shaft, of two electric motors, automatic accelerating mechanism for said motors, differential gearing connecting such motors to the shaft to be driven, means for manually varying the ield strengths of said motors to change the relative speeds of said motors, and automatic means for thereafter varying such field strengths to cause the motors to again run at the same speed.

30. The combination with two motors, of differential gearing electro-pneumatic controlling apparatus ior said motors, a motor switch for varying the relative speeds of said motors, a balancing switch for equalizing the speeds of the motors, and means for operating said balancing switch.

3l. The combination with a plurality of motors, of differential gearing, motor acceleration and controlling means, a manual switch for varying the relative speeds of said motors, a balancing switch equalizing the speeds of said motors, and means tor operating said motors.

32. The combination with a plurality of motors, of automatic controlling and accelerating means therefor, means for varying the relative speeds of lsaid motors, and means for automatically equalizing the speeds of said motors.

33. The combination with two motors connected t'o run in opposite directions, of auvto tomatic accelerating and controlling means vfor said motors, means for. strengthening the field of one motor and weakening the field of the other, and means for automatically equalizing the strength of said elds.

34. -The combination with two motors connected to run in opposite directions, of automatic accelerating and controlling means, a motor switch for simultaneously inserting resistance in circuit withthe field of one motor and removing resistance from in circuit with the field of the other motor, and an automatic switch for equalizing the amount of resistances in circuit with the motor tields.

35. The combination'with two motors connected to run in opposite directions, of motor-controlling and accelerating means, a manual rheostat for simultaneously increasing the resistance in circuit with one ield magnet and decreasing the resistance in circuit with the other field magnet, and an automatic double rheostat for equalizing the amounts of resistance in circuit with said ield magnets. A

3G. The combination with two motors, of

differential gearing connected thereto, elec-r tro-pneumatic apparatus for starting said motors and accelerating the speed thereof,

a manual rheostat Jfor increasing the eldstrength of either motor and decreasing that of the other, and an automatic double balancing rhcostat for equalizing the field strengths.

37. The combination with a plurality of motors, of differential gear mechanism associatcd therewith, reversing switches for said motors, means for controlling the acceleration of the motors, means for increasing the field strength for one motor, and decreasing the iield strength for the other, and meansfor equalizing the field strength oi the motors.

38. The combination with steering mechanism of a plurality of motors, means for controlling said motors together, or any one alone, fluid propelling means, fiuid directing means, and means acted upon by said uid for operating said controlling means.

39. rlhe combination with diierential gearing, of motors therefor, motor-controlling means, a manual rheostat for effecting a variation in the relative speeds of sait motors, a manual switch for e'flecting a starting of said motors, and circuits and connections permitting the use of said motor controlling means when only one motor is employed, to start, stop and reverse the last name motor.

40. The combination with a driven shaft, of two motors, dierential gearing connecting said shaft and motors, motor-controlling means for varying the relative speeds of said motors to effect a movement of said shaft in either direction, and circuits and connections ermitting the operation of either of sai motors alone to control said shaft.

41. The combination with two motors, of a driven shaft, of diiierential mechanism connecting said motors to said shaft, motorcontrolling means comprising electric reversing switches and accelerating apparatus, a rheostat yswitch for varying the relative speeds of said motors to etiect a movement of said shaft in either direction, and circuits and connections fio-acting with said motorcontrolling means for operating one motor alone to control said shaft if the other motor becomes inoperative.

42. The combination with a driven shaft, of motors, differential mechanism between said shaft and said motors, means for starting and accelerating said motors, means for varying the relative speeds of said motors to control said shaft, and means permitting the use of said starting and accelerating combination with gear mechanism, of .means for operating said mechanism, a motor con'- nocted with said mechanism, means for controlling said motor to act as a brake, and

means for ositively actuating said motor independentlly of said operating-means to etect the steering of the vessel.

58. The combination with diierential gear mechanism, of means for operating said mechanism, a rudder, a reciprocating member detachably connected with said mechanism, connections between said niember and rudder, a motor connected with said member, means for controlling said motor to operate asa brake when said member is connected to the geargnechanism, and means for effecting the operation of said motor to move and control the rudder when said motor is disconnected from said gear mechanism.

59. The combination with two motors, of gear mechanism connected thereto, a reciprocating member connected to said gear mechanism, a rudder, and means operated by said reciprocating member for moving said rudder, said gear mechanism eii'ectine a movement of the rudder when one of sai motors operates at a greater speed thank the' other, or when only one motor operates.

G0.' The combina-tion with gear mechanism, of a reciprocating member detachably connected to said vgear mechanism, a body to be moved, operative connections between said body and said reciprocating member,

one or more motors connected to said gear mechanism to effect the operation of said member, an additional motor connected with said reciprocatin member, means for controlling said ad itional motor to act as a brake when said member is connected to the gear mechanism, and manually controlled v means for actuating said motor to operate said body independentl of said gear mechanism and first-name motors when said member is disconnected from said mechanism. Y

61. The combination with'a rudder, of brake associated with said connections, a tween said mechanism and said rudder, a

brake associated with said connections, a

valve for controlling said brake, means for actuating said valve, and means for actuatin said gear mechanism to effect the desiret movement of said rudder.

62. In steering apparatus, the combination with a rudder, of a piston brake for stopping said rudder, a byass around the iston, a valve normally loc ing said piston 1n fixed position, means for moving said operating said moving means, and means for unlocking said valve when one or more or all of said motors are started.

63. In steerin apparatus, the combination with a cylin er, of a piston in said cylpiston and rudder, one or more motors for` inder, a rudder, connections between the pist-on rod and the rudder, means for stopping said piston and holdin the same 1n substantially fixed position, differential gear mechanism connected to said piston, one or more electric motors for operating said gear mechanism, and means for controlling said motors and said piston-stoppin -means 64. In steering apparatus, t e combination with ditierential Gearing connected to the rudder of the vesse of two motors connected to rotate normally at equal speeds and to operate said gearing, means for varyin the relative speeds of said motors to e ect the desired movement of said rudder, go and means mechanically connectedl to said rudder for bringing said motors back to equal speeds upon the movement of the rudder.

65. The combination with a rudder ot a g5 vessel, of two motors connected to run in opposite directions at the same s eeds, connections between said motors an' said rudder, a rheostat switch for varying 'the relative speeds of said motors to edect a move- 9o ment of said rudder, an additional rheostat switch for equalizing the speeds of said motors, and means for cutting out both of said rheostat switches toxpermit the operation of either motor alone to control said rudder.

66. In steering apparatus for ships, the combination with electric motors and controlling apparatus therefor', of a rudder, mechanism driven by the motors for actuating the rudder, and hydraulic means for holding the rudder at rest.

67. In steering apparatus for ships, the combination with electric motors and controlling apparatus theretor, of a rudder, mechanism to be driven by the motors for actuating the rudder in either direction from a central position, and hydraulic means to hold the rudder positively against movement when the same is not being shifted by the, motors. i

68. In steering apparatus for ships, the combination with mechanism for actuating the rudder, of an electric power device for actuating said mechanism, means to control said electric power device, and hydraulic apparatus for holding the rudder when said power device is not in operation, whereby same can be shifted only by the mechanism when actuated by the electric power.

69. In steerin combination wit electric motors and controlling apparatus therefor, o a rudder, a diierential mechanism to be driven by the motors'tor actuating the rudder, and hydraulic means to hold the rudder when the 125 same is not being actuated by the differential mechanism.

70. In steering apparatus for ships, the combination with a rudder, of two electric motors, dierential mechanism to--b'e driven 130 apparatus for ships, the

by said motors for actuatin the rudder, and

hydraulic means to hold t e rudder `when same is not being actuated by the diderential mechanism, controlling means for the motors, and controllin means forthe hydraulic apparatus operate in conjunction with the motor-controlling means.

7l. lln steering gear apparatus for ships, the combination wlth two motors, of a screw 10 ing in opposite directions, a worm wheel engaging said screws, a rudder, intermediate mechanism between the rudder and said worm wheel com risin ing device adapte to ho d the mechanism at rest so that the same, cannot be actuated by the rudder, and means for controlling the mechanism at will., y

72. ln steering'gearapparatus for ships, the combination with two motors, of a screw actuated by each motor, said screws operating in opposite directions, a worm wheel engag said screws, a rudder, ,intermediate mechanism between the rudder and said worm wheel, comprising a hydraulic holding device adapted to hold the mechanism at rest -j'so that the same cannot be actuated by the rudden' 73. ln steering gear a paratus for ships, the combination with electric motors and controlling apparatus thereior, oi a rudder, mechanism driven by the motors for actuating the rudder, hydraulic means to hold the rudder positively when the same is not being shifted by the motors, and manuali operable emergency means for actuating t e rudder by said holding means ii the electrical ap araxusshoidd be out ci order,

d. luster-nin appanatus-for ships, the combination *mit el ntric motors and controlling .mecha therefor,q of a rudder, diiierential mechanism driven by the motors for operating the rudder, a hydraulic' device for' holding the rudder positively against movement when the same is not being operated by the motors, a manually operable emergeimy meensior operating the rudder Aby said hydraulic device when either the electrical apparatus or differential mech- 5@ anism is ont oi order. v a F75. ln steering gear a, paratus for ships vthe combination with eectric motors and :controlling apparatus therefor, ci a rudder, mechanism tolse driven by the motors for actuating theA indder, hydraulic means to vholfx'l rudder positively when saine is not by the motors,.andoperable also to actnate the rudder, manually operated emergency means located 'at distance from the rudder, and operatively connected to said h @sulla ineens, whereby the. rudder can loe actuated by said holding' device if electrical driving mechanism should he @5 ont ,ci order, and an indicator placed at a irom rudder'end adi acont to the actuated by each motor, said screws operata hydraulic holdaoco manually operated emergency means for indicating the position of the rudder.

'l' 6. In electric steeringv apparatus for ships, a rudder, two motors, mechanism forming driving connections between the rudder and the motors, the two motors being adapted to drive said mechanism and thereby actuate the rudder, electrical controlling apparatus for the motorsfand means incorporated in the circuits of said controllingapparatus whereby one motor may be held at rest,'and permitting only one motor to actuate the mechanism.

77. ln electric steering apparatus for ships, a rudder, two motors, mechanism forming driving connections between the rudder and the motors, the two motors being adapted to drive said mechanism and thereby actuatethe rudder, electrical controlling apparatus for the motors, and means incorporated in the circuits of said controllin apparatus whereby one motor may be hel at rest, and rmitting only one motor to actuate the mec anism, and means to start `and stop the operating motor for each desired movement of the rudder.

78. ln electric steering apparatus for shi s, a-ruddentwo electric motors, interm iate mechanism between the rudder and said motors, a hydraulic holding device for said mechanism, means to control the two. motors and cause the same to actuate the rudder, means to render one motor inedective, so that onl one motor is operative to actuate the rud er, and means to control the operative motor alone in conjunction with the hydraulicholding device.

79., ln electric steering apparatus for ships, the combination of a rudder and two electric motors, intermediate mechanism between the rudder and said motors, said mcch' anism being actuated diderentially when driven by two motors, but also operative to. act as a speed reducer when actuated by one motor 80. ln electric steering ap aratus for ships, the combination ol? a rud er and two electric motors, intermediate mechanism between the rudder and said motors said mechanism being actuated diderentially when driven by two motors, but also operative toy act as a speed reducer when actuated b one motor, means to eil'ect the actuation oi said mechanism either by one or two motors, means to control the mechanism difierentially when driven by two motors, and means to start and stop the mechanism each time the rudder is shifted when the mechanism is driven by one motor,

8l. ln steering apparatus, the combination with e rudder, oit a plurality oi electric motors, driving mech comprising diierential gearing between the motors and rudder, resistance in the eld circuits ci the motors, meensfor controg the motorsby varying said resistance, means for rendering one of the motors inoperative and means for controllingthe operation oi the other motor independently of the field resistance.

82. The combination with a plurality of electric motorsi of differential driving mechanism operate by said motors, a device operated by said mechanism, resistance in the field circuits of the motors, means for varying the relative amount of said resistance in the motor circuits, and thereby varying the relative speeds of the motors, means for short-circuiting said resistance, means for preventing the operation of one of the motors, and means for controlling the operation of the other motor when said resistance is short-circuited and the first motor is inoperative.

S3. The combination with two dynamoelectric machines connected to normally run in opposite directions at the same rates of spee of starting and accelerating apparatus for said dynamo-electric machines, said accelerating apparatus comprising electromagnets connected in series with each other across the main lines, and means for varying the relative speeds of said dynamo-electric machines.

84. The combination with two motors connected in parallel with each other, of starting resistance for said motors, accelerating electromagnetic switches for gradually shortcircuiting said resistance to increase the speed of said motors, said electromagnetic switches comprising windings connected in series with each other in a circuit across the main lines, reversing means for said motors, and means for disconnecting each motor to permit the other motor being operated alone. In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses.

AUGrUl'l SUN DH. Witnesses:

CHARLES M. NIseEN, WALTER C. STRANG. 

